Propulsion of ships and boats.



04111111211511. PROPULSION OF SHIPS AND BOATS.

APPLIOATION FILED JULY 6, 1911. I 1,007,281 Patented 001., 31, 1911.

2 SHEETS-SHEET 1.

COLUMBIA FLANOGRAPH cu.. WASHINGTON. D. c.

c. GRfiTZNER. PROPULSION OF SHIPS AND BOATS.

APPLICATION FILED JULY 6, 1911.

Patented Oct. 31, 191 1.

2 SHEETSSHBET 2.

CARL GR'U'TZNER, OF TEMPELHOF, NEAR BERLIN, GERMANY.

PROPULSION OF SHIPS AND BOATS.

Specification of Letters Patent.

Patented Oct. 31, 1911.

Application'filed July 6, 1911. Serial No. 637,198.

To all whom it may concern:

Be it known that I, CARL GRiiTzNER, of Tempelhof, a subject of the Kingof Prussia, and whose post-office address is 1 Kaiser Wilhelm strasse,Tempelhof, near Berlin, Kingdom of Prussia, German Empire, have inventednew and useful Improvements in or Relating to the Propulsion of Shipsand Boats, of which the following is a specification.

This invention relates to the propulsion of ships and boats and has forits object to provide gearing for reversing the direction of rotation ofthe propeller without necessitating the reversal of the motor supplyingthe power. The present improvement relates to that type of reversingmechanism in which a bevel wheel difierential gear is employed inconjunction with a movable clutch member.

According to this invention the transverse pin which carries theintermediate bevel pinions of the differential gear is mounted so as tobe capable of sliding within the movable member of the clutch the latterbeing also combined with a device which during the movement of theclutch member from one extreme position to the other temporarily causesbraking of the driving shaft and the clutch member in an adjustablemanner.

One construction of a reversing mechanism according to this invention isillustrated by way of example in the accompanying drawings.

Figure 1 is a longitudinal section through the device, Fig. 2 is atransverse section through the braking part of the device taken on theline AB of Fig. 1, and Figs. 3 and 4 show a detail of the braking deviceon an enlarged scale.

On the propeller shaft 1 is keyed a sleeve 2 carrying one bevel wheel 5of the differential gear and provided with a cone clutch member 3. Onthe driving shaft 1 is keyed a sleeve 41 carrying the other main bevelwheel 6 of the diflerential gear. With the bevel wheels 5 and 6 engagethe two bevel wheels 7 and 8 carried on a transverse pin 9 the ends ofwhich are carried in blocks 10 which slide in longitudinal grooves 10formed in a sleeve 11 which constitutes part of the movable clutchmember. At one end of this sleeve is arranged the conical clutch member12 which has an internally coned surface for engaging the rotatingclutch member 3 and an outer conical surface for engagement with thefixed clutch member 16. At the opposite end the sleeve 11 is providedwith an annular groove 13 with which engage pins 14 carried by the lever15 which is employed for shifting the sleeve 11 and effecting thereversal. When the lever is in the position I shown in full lines thesleeve 11 is coupled to the clutch member 3 so that the engine shaft 1drives the propeller shaft 1 direct and in the forward direction bymeans of the sleeve 11 and the gear wheels 5, 6, 7 and 8. On moving thelever 15 into the central position II the sleeve 11 is disengaged fromthe clutch 3 but the clutch member 12 is not in engagement with thefixed clutch member 16. Consequently the driving shaft 1 has a tendencyto rotate at a greater speed than the propeller shaft 1 and the bevelwheel 5 on the latter lags behind the bevel wheel 6 so that the sleeve11 which is caused to rotate through the pin 9 and slide blocks willrevolve in the same direction as the engine shaft 1 but at less speed.

If the lever15 is moved from the position II into the position III theouter cone of the clutch member 12 will be brought into engagement withand held fast by the stationary clutch member 16 the sleeve 11 alsobeing held stationary together with the pin 9 and thebevel wheels 7 and8 with the result that the propeller shaft 1 will be driven by the gearwheels 5, 6, 7 and 8 from the engine shaft 1 but in the oppositedirection to that in which the latter rotates.

In order to temporarily brake in an adjustable manner the engine shaft 1and the sleeve 11 while the lever 15 is being moved from the position Iinto the position III that portion of the sleeve 11 which is pro videdwith the annular groove 13 is also formed with an extension 17 whichsurrounds the sleeve 4. On this extension 17 is rotatably mounted a ring18 having an enlarged portion or shoulder 19 this ring being held inposition against longitudinal shifting by a ring 20 screwed on to the extension 17. The external diameter of the ring 20 corresponds to thediameter of the smaller part of the rotatable ring 18. Adjacent to theextension 17 there is keyed on the sleeve 1 a ring 25 having a lug orprojection 26 which carries a brake ring 27 split at 28. On the ring 25are mounted three pawls 21 the shaft of each of which is shown on anenlarged scale in Figs. 3 and at. Iilach of these pawls turns about apin 411 which passes through lugs 22 formed on the pawl and a lug on thering 25, the pins 41 lying parallel to the axis of the driving shaft sothat the pawls can turn outwardly. Each pawl extends longitudinally withrelation to the shaft 1 toward the rings 18, 19 and 20 the extendedportion of each pawl having a head 23 behind it which is recessed sothat when the lever 15 is in the position I for driving ahead the pawls21 rest with their heads 23 on the smaller part of the ring 18. A hole42 formed in each pawl 21 receives the screw-threaded ends 30 of bolts29 carried by the spring brake ring 27. Adjustable nuts 31 are providedon the screwthreaded ends 30 of these bolts the spring ring 27 restingwith these nuts on the pawls 21 so that by adjustment of the nuts 31 thediameter of the brake ring can be varied and thus also is varied theclearance between the outer portion of the brake ring and the innerbraking surface 32 which in closes the ring 27.

The operation of the braking device is as follows :As shown in Fig. 1when the reversing lever 15 is in the position I for driving ahead thepropeller shaft 1, the brake ring 27 is not in contact with the brakesurface 32. If the lever 15 is moved into the central idle position IIand from this position into the position III for driving astern therebyshifting the sleeve 11 the heads 23 of the pawls 21 will first move onto the enlarged part 19 of the ring 18 in consequence of the latterhaving been moved longitudinally with sleeve 11. As a result the pawls21 will turn on their pins 11 and by means of the nuts 31 and bolts 29they will open out the spring ring 27 which will be forced against thebrake surface 32 with a pressure corresponding to the adjustment thathas been given to the nuts 31. This will produce a temporary braking ofthe driving shaft and the sleeve 11 until the enlarged part 19 of thering 18 has passed from under the heads 23 of the pawls 21 and the headsof these pawls lie over the ring 20. This will. 000111 when the sleeve11 has been shifted by the lever 15 assuming the position III so as toeffect driving astern when the clutch member 12 will be in engagementwith the fixed clutch member 16. The brake ring 27 is then once more outof contact with the brake surface 32. When in these positions thedriving shaft 1 together with the sleeve 4:, ring 25, pawls 21 and brakering 27 can freely rotate in a direction which is the reverse of that inwhich the propeller shaft 1 rotates. It is obvious that by adjustment ofthe nuts 31 the strength or extent of the temporary braking of thedriving shaft 1 and of the sleeve 11, when the parts are in theintermediate position II, can be easily and accurately regulated.

What I do claim as my invention, and desire to secure by Letters Patentof the United States, is

1. In a reversing gear for ships and boats of the kind referred to thecombination of a driving shaft, a propeller shaft, a bevel wheeldifferential gear, a shiftable clutch member, means for shifting thesaid clutch member from the position for driving ahead through anintermediate idle position into a position for driving astern, means forguiding the pin carrying the intermediate wheels of the said bevel Wheeldifferential gear longitudinally in the said clutch member, and meansfor temporarily braking the driving shaft during the shifting of thesaid clutch member, substantially as set forth.

2. In a reversing gear for ships and boats of the kind referred to thecombination of a driving shaft, a propeller shaft, a bevel wheeldifferential gear, a shiftable clutch member, means for shifting thesaid clutch member from the position for driving ahead through anintermediate idle position into a position for driving astern, means forguiding the pin carrying the intermediate wheels of the said bevel wheeldifferential gear longitudinally in the said clutch member, a brakecomprising a spring ring bearing internally against pawls rotatablymounted on a ring rigidly connected to the driving shaft and a ringhaving an enlarged part and being rotatably mounted on an extension ofthe shiftable clutch member, substantially as set forth.

3. In a reversing gear for ships and boats of the kind referred to thecombination of a driving shaft, a propeller shaft, a bevel wheeldifferential gear, a shiftable clutch member, means for shifting thesaid clutch member from the position for driving ahead through anintermediate idle position into a position for driving astern, means forguiding the pin carrying the intermediate wheels of the said bevel Wheeldifferential gear longitudinally in the said clutch mem her, a brakecomprising a spring ring bearing by means of adjustable nuts internallyIn testimony whereof I have hereunto set against pawls rotatably mountedon a ring my hand in presence of two subscribing Witrigidly connected tothe driving shaft and nesses.

a ring having an enlarged part and being CARL GRUTZNER. rotatablymounted on an extension of the Witnesses:

shiftable clutch member, substantially as HENRY HASPER,

set forth. WOLDEMAR HAUPT.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents,

' Washington, D. G.

